EP0791767A2 - Dispositif de commande pour transmission véhiculaire commandée hydrauliquement - Google Patents

Dispositif de commande pour transmission véhiculaire commandée hydrauliquement Download PDF

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Publication number
EP0791767A2
EP0791767A2 EP97102698A EP97102698A EP0791767A2 EP 0791767 A2 EP0791767 A2 EP 0791767A2 EP 97102698 A EP97102698 A EP 97102698A EP 97102698 A EP97102698 A EP 97102698A EP 0791767 A2 EP0791767 A2 EP 0791767A2
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EP
European Patent Office
Prior art keywords
speed
oil passage
hydraulic
pressure
valve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP97102698A
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German (de)
English (en)
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EP0791767B1 (fr
EP0791767A3 (fr
Inventor
Tatsuyuki Ohashi
Shoji Asatsuke
Tetsuya Mochizuki
Jiro Obinata
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Publication of EP0791767A2 publication Critical patent/EP0791767A2/fr
Publication of EP0791767A3 publication Critical patent/EP0791767A3/fr
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Publication of EP0791767B1 publication Critical patent/EP0791767B1/fr
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1204—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures for malfunction caused by simultaneous engagement of different ratios resulting in transmission lock state or tie-up condition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures

Definitions

  • the present invention relates to a control apparatus for a hydraulically operated vehicular transmission having hydraulic engaging elements, mainly for use in an automatic transmission for a motor vehicle.
  • a pair of first and second pressure regulating valves are provided.
  • the first pressure regulating valve is used exclusively for hydraulic oil supply and the second pressure regulating valve is used exclusively for hydraulic oil discharge.
  • Pressure rise (or pressure boosting) characteristics of a hydraulic engaging element on engaging side to be engaged in carrying out speed changing are controlled by the first pressure regulating valve.
  • Pressure drop (or pressure decrease) characteristics of a hydraulic engaging element on disengaging side to be disengaged in carrying out speed changing are controlled by the second pressure regulating valve. The feeling to be felt by a driver at the time of speed changing is thus tried to be improved.
  • the pressure regulating valves of the above-described conventional control apparatus are, generally speaking, electronically controlled with solenoid valves. Therefore, the regulating valves sometimes do not function normally due to a failure in an electronic control system.
  • the hydraulic oil is discharged from the hydraulic engaging element on the disengaging side without passing through the second pressure regulating valve at a lapse of a predetermined time from the start of speed changing, whereby the hydraulic pressure in the above-described hydraulic engaging element is forcibly decreased.
  • the hydraulic oil is supplied to a hydraulic engaging element on the engaging side through the first pressure regulating valve not only at the time of speed changing but also after the speed changing has been completed. Therefore, in case the hydraulic pressure in the hydraulic engaging element on the engaging side cannot be increased or boosted due to a functional abnormality in the first pressure regulating valve, the hydraulic pressure in the hydraulic engaging element on the engaging side cannot be boosted or increased and, therefore, the transmission will become a neutral condition.
  • the hydraulic pressure in the hydraulic engaging element on the engaging side must be boosted by the first pressure regulating valve up to a line pressure. Therefore, the range of hydraulic pressure to be controlled becomes wider, and a delicate control of the hydraulic pressure in a transient region of engagement at a relatively low pressure becomes difficult.
  • the present invention has an object of providing a control apparatus for a hydraulically operated vehicular transmission in which the transmission will not become a neutral condition even when a functional abnormality occurs in the pressure regulating valves, in which locking of the transmission due to simultaneous engagement of unintended gears can be prevented, and in which a delicate control of the hydraulic pressure in a transient region of engagement can be made at a higher accuracy.
  • a control apparatus for a hydraulically operated vehicular transmission having hydraulic engaging elements comprising an oil supply pressure regulating valve (i.e., a pressure regulating valve for oil supply) for controlling pressure rise characteristics of a hydraulic pressure during carrying out speed changing in a hydraulic engaging element on engaging side to be engaged at carrying out speed changing.
  • the apparatus is characterized in that changeover means is provided for switching a connection of oil passages such that, after completion of speed changing, hydraulic oil pressurized at line pressure is supplied to the hydraulic engaging element on engaging side without passing through the oil supply pressure regulating valve.
  • a control apparatus for a hydraulically operated transmission having hydraulic engaging elements comprising: an oil supply pressure regulating valve for controlling pressure rise characteristics of a hydraulic pressure during carrying out speed changing in a hydraulic engaging element on engaging side to be engaged at speed changing; and an oil discharge pressure regulating valve (i.e., a pressure regulating valve for oil discharge) for controlling pressure drop characteristics of a hydraulic pressure during carrying out speed changing in a hydraulic engaging element on disengaging side to be disengaged at speed changing.
  • an oil supply pressure regulating valve for controlling pressure rise characteristics of a hydraulic pressure during carrying out speed changing in a hydraulic engaging element on engaging side to be engaged at speed changing
  • an oil discharge pressure regulating valve i.e., a pressure regulating valve for oil discharge
  • the apparatus is characterized in that: changeover means is provided for switching a connection of oil passages such that, after completion of speed changing, hydraulic oil pressurized at line pressure is supplied to the hydraulic engaging element on engaging side without passing through the oil supply pressure regulating valve, and that hydraulic oil is discharged from the hydraulic engaging element on disengaging side without passing through the oil discharge pressure regulating valve.
  • the pressurized hydraulic oil at line pressure is supplied to the hydraulic engaging element on the engaging side without passing through the oil supply pressure regulating valve. Therefore, even if a functional abnormality occurs to the oil supply pressure regulating valve, the transmission will not become a neural condition. Further, since there is no need of boosting the hydraulic pressure in the hydraulic engaging element on the engaging side up to the line pressure by means of the pressure regulating valve, the pressure regulating valve may cover only the hydraulic pressure control within a limited hydraulic pressure range of a transient region of engagement. Therefore, a delicate hydraulic pressure control in the transient region of engagement can be made at a higher accuracy.
  • the first aspect of the present invention can also be applied to a control apparatus in which speed changing is made by engaging another hydraulic engaging element aside from a hydraulic engaging element that has already been engaged. In this case, even if an abnormality occurs to the oil supply pressure regulating valve, the transmission will not return, after completion of speed changing, back to the state before the speed changing.
  • the hydraulic oil is discharged, after completion of speed changing, from a hydraulic engaging element on the disengaging side without passing through the oil discharge regulating valve. Therefore, even if a functional abnormality occurs to the oil discharge pressure regulating valve, there will occur no locking of the transmission due to simultaneous engagement of unintended gears.
  • the present invention is superior to the conventional one in that the occurrence of neutral state of the transmission can be prevented and also that the control accuracy of the hydraulic pressure in the transient region of engagement can be improved.
  • the connecting oil passages may be switched at a lapse of a predetermined time from the start of speed changing. More preferably, the connecting oil passages may be switched when one of the following conditions is satisfied, i.e., a condition that the sipping of a hydraulic engaging element on engaging side has fallen below the predetermined value and a condition that the time of lapse from a start of speed changing is above the predetermined time.
  • a pair of first and second pressure regulating valves functioning as the oil supply pressure regulating valve and the oil discharge pressure regulating valve are provided.
  • a changeover valve and a shift valve unit both functioning as the changeover means are provided.
  • the changeover valve is arranged to be switchable between first and second switchover positions and, at speed changing of one of upshifting and downshifting, is switched from one switchover position that was in before speed changing to the other switchover position after completion of the speed changing and, at speed changing of the other of upshifting and downshifting, is switched from one switchover position that was in before speed changing to the other switchover position during carrying out speed changing.
  • a first connecting oil passage to be connected, at a first switchover position of the changeover valve, to a first pressure-regulated oil passage whose pressure is regulated by the first pressure regulating valve is provided.
  • a second connecting oil passage to be connected to the first pressure-regulated oil passage at a second switchover position of the changeover valve is provided.
  • the first connecting oil passage is connected at the second switchover position to an oil discharge passage and the second connecting oil passage is connected at the first switchover position to an oil passage at line pressure.
  • a third connecting oil passage to be connected, at the first switchover position of the changeover valve, to a second pressure-regulated oil passage whose pressure is regulated by the second pressure regulating valve is provided.
  • a fourth connecting oil passage to be connected to the second pressure-regulated oil passage at the second switchover position of the changeover valve is provided.
  • the third connecting oil passage is connected at the second switchover position to the oil passage at line pressure and the fourth connecting oil passage is connected at the first switchover position to the oil discharge passage.
  • the shift valve unit is arranged to operate: to connect, at speed changing in which the changeover valve is switched from the first switchover position to the second switchover position after completion of speed changing, a hydraulic engaging element on disengaging side to the first connecting oil passage and a hydraulic engaging element on engaging side to the third connecting oil passage, respectively, during carrying out speed changing; to connect, at speed changing in which the changeover valve is switched from the second switchover position to the first switchover position after completion of speed changing, a hydraulic engaging element on disengaging side to the fourth connecting oil passage and a hydraulic engaging element on engaging side to the second connecting oil passage, respectively, during carrying out speed changing; to connect, in carrying out speed changing in which the changeover valve is switched at speed changing from the first switchover position to the second switchover position, a hydraulic engaging element on disengaging side to the oil discharge passage and a hydraulic engaging element on engaging side to the third connecting oil passage, respectively, after completion of speed changing; and to connect, at speed changing in which the changeover valve is switched at speed changing from the second switchover position to the first switchover
  • the transmission can be held ready for the next speed changing while maintaining the hydraulic pressures in the first and the second pressure regulating oil passages to be regulated by the first and the second pressure regulating valves at the hydraulic pressures at the time of the last speed changing.
  • the above-described disadvantages will therefore not occur.
  • the hydraulically operated vehicular transmission comprises at least four transmission trains for first through fourth speeds to be selectively established by respective hydraulic engaging elements
  • the following arrangement may be employed. Namely, the changeover valve is switched and held in the first switchover position at first and third speeds and is held in the second switchover position at second and fourth speeds.
  • the shift valve unit is arranged to operate: to connect, at first speed, a first speed hydraulic engaging element for establishing a first speed transmission train to the second connecting oil passage; to connect, at second speed, the first speed hydraulic engaging element to the first connecting oil passage and a second speed hydraulic engaging element for establishing a second speed transmission train to the third connecting oil passage, respectively; to connect, at third speed, the second speed hydraulic engaging element to the fourth connecting oil passage and a third speed hydraulic engaging element for establishing a third speed transmission train to the second connecting oil passage, respectively; and to connect, at fourth speed, the third speed hydraulic engaging element to the first connecting oil passage and a fourth speed hydraulic engaging element for establishing a fourth speed transmission train to the third connecting oil passage, respectively.
  • numeral 1 denotes a hydraulically operated vehicular transmission for carrying out speed changing of four forward transmission trains and one reverse transmission train.
  • the transmission 1 is provided with an input shaft 3 which is connected to an engine via a fluid torque converter 2; an intermediate shaft 5 which is always connected to the input shaft 3 via a gear train 4; and an output shaft 7 having a shaft end output gear 7a which is engaged with a final gear 6a on a differential 6 which is connected to driving wheels of a vehicle such as a motor vehicle.
  • the final gear 6a and the output gear 7a are illustrated in a manner separated from each other. This is because the figure is drawn in a development view, and both the gears 6a, 7a are actually in mesh with each other.
  • a first speed transmission train G1 and a second speed transmission train G2 are provided in parallel between the intermediate shaft 5 and the output shaft 7.
  • a third speed transmission train G3, and a fourth speed transmission train G4 and a reverse transmission train GR are provided in parallel between the input shaft 3 and the output shaft 7.
  • a first speed hydraulic clutch C1 and a second speed clutch C2 which are both defined as hydraulic engaging elements, interposed in the fist speed and the second speed transmission trains G1, G2, respectively.
  • the reverse transmission train GR is constituted or arranged to commonly use the fourth speed hydraulic clutch C4 with the fourth transmission train G4.
  • a switching (or changeover) operation of a selector gear 8 on the input shaft 7 between a forward running (or a forward drive) side on the left side as seen in FIG. 1 and a reverse running (or a reverse drive) side on the right side therein the selector gear 8 is engaged with a driven gear G4a, GRa of the fourth speed transmission train G4 and the reverse transmission train GR, respectively.
  • the fourth speed transmission train G4 and the reverse transmission train GR are thus selectively established.
  • an idle gear (not illustrated) is interposed.
  • Reference numeral 9 in the figure denotes a parking gear provided on the output shaft 7.
  • the hydraulic circuit is provided with: a hydraulic pressure source 10 which is made up of a gear pump driven by the engine via a casing of the fluid torque converter 2; a manual valve 11 which is operated for switching in interlocking with a selector lever inside a vehicle compartment; a shift valve unit 12; a changeover valve 13 on an upstream side of the shift valve unit 12; a pair of first and second pressure regulating valves 14 1 , 14 2 which are connected to the changeover valve 13; a servo valve 15 which switches between the forward running and the reverse running and to which is connected a fork 8a to be engaged with the selector gear 8; three sets of first through third solenoid valves 16 1 , 16 2 , 16 3 for controlling to switch the shift valve unit 12 and the changeover valve 13; and a pair of first and second solenoid proportional valves 17 1 , 17 2 for controlling to
  • the manual valve 11 is switchable to a total of seven positions, i.e., a parking position "P”, a reverse position “R”, a neutral position “N”, an automatic speed changing position “D 4 " for the first through the fourth speeds, an automatic speed changing position “D 3 " for the first through the third speeds, a second speed retaining position "2", and a first speed retaining position "1".
  • the shift valve unit 12 is constituted by three sets of first through third shift valves 12 1 , 12 2 , 12 3 .
  • the first shift valve 12 1 is connected to the changeover valve 13 via two, i.e., No. 3 and No. 4, oil passages L3, L4.
  • the second shift valve 12 2 is connected to the changeover valve 13 via two, i.e., No. 5 and No. 6, oil passages L5, L6.
  • the first and the second shift valves 12 1 , 12 2 are connected to each other via three, i.e., No. 7 through No. 9, oil passages L7, L8, L9.
  • the third shift valve 12 3 is connected to the first shift valve 12 1 via two, i.e., No. 10 and No. 11, oil passages L10, L11 and is also connected to the second shift valve 12 2 via No. 12 oil passage L12.
  • the first speed hydraulic clutch C 1 is connected to the second shift valve 12 2 via No. 13 oil passage L13.
  • the second speed hydraulic clutch C2 is connected to the first shift valve 12 1 via No. 14 oil passage L14.
  • the third speed hydraulic clutch C3 is connected to the second shift valve 12 2 via No. 15 oil passage L15.
  • the fourth speed hydraulic clutch C4 is connected to the first shift valve 12 1 via No. 17 oil passage L17 which is connected, in the "D 4 ", "D 3 ", "2" and "1" positions of the manual valve 11, to No. 16 oil passage L16 that is connected to the fourth speed hydraulic clutch C4.
  • the first shift valve 12 1 is urged to the right position by a spring 12 1 a and is also urged to the left position by the hydraulic pressure in No. 18 oil passage L18 which is controlled by the first solenoid valve 16 1 .
  • the second shift valve 12 2 is urged to the right position by a spring 12 2 a and is also urged to the left position by the hydraulic pressure in No. 19 oil passage L19 which is controlled by the second solenoid valve 16 2 .
  • the third shift valve 12 3 is urged to the right by a spring 12 3 a and is also urged to the left by the hydraulic pressure in No. 21 oil passage L21 which is connected to No. 1 oil passage L1 in a position of the manual valve 11 other than the "2" and "1" positions.
  • the third shift valve 12 3 is held or retained in the left position by the line pressure to be inputted via No. 21 oil passage L21 so that No. 10 oil passage L10 is connected to an oil discharge port 12 3 b of the third shift valve 12 3 , and No. 11 oil passage L11 and No. 12 oil passage L12 are connected together.
  • oil passage L15 for the third speed hydraulic clutch C3 is connected to that oil discharge port 12 2 b of the second shift valve 12 2 which is defined as an oil discharge passage.
  • No. 16 oil passage L16 for the fourth speed hydraulic clutch C4 is connected to No. 6 oil passage L6, which is defined as a fourth connecting oil passage to the changeover valve 13, via No. 17 oil passage L17, the first shift valve 12 1 , No. 11 oil passage L11, the third shift valve 12 3 , No. 12 oil passage L12, and the second shift valve 12 2 .
  • No. 14 oil passage L14 for the second speed hydraulic clutch C2 is connected to No. 5 oil passage L5, which is defined as a third connecting oil passage to the changeover valve 13, via the first shift valve 12 1 , No. 9 oil passage L9, and the second shift valve 12 2 .
  • No. 13 oil passage L13 for the first speed hydraulic clutch C1 is connected to No. 3 oil passage L3, which is defined as a first connecting oil passage to the changeover valve 13, via the second shift valve 12 2 , No. 8 oil passage L8, and the first shift valve 12 1 .
  • oil passage L15 for the third speed hydraulic clutch C3 is connected to the oil discharge port 12 2 b of the second shift valve 12 2 like at the time of the first speed running.
  • No. 16 oil passage L16 for the fourth speed hydraulic clutch C4 is connected to that oil discharge port 12 1 b of the first shift valve 12 1 which is defined as a discharge oil passage, via No. 17 oil passage L17.
  • oil passage L13 for the first speed hydraulic clutch C1 is connected to the oil discharge port 12 2 b of the second shift valve 12 2 , like at the time of the third speed running.
  • No. 14 oil passage L14 for the second speed hydraulic clutch C2 is connected to the oil discharge port 12 3 b of the third shift valve 12 3 via the first shift valve 12 1 and No. 10 oil passage L10, like at the time of the first speed running.
  • No. 2 oil passage L2 which is defined as an oil passage at a line pressure
  • No. 3 through No. 6 oil passages L3, L4, L5, L6 as the first through the fourth connecting oil passages
  • No. 22 oil passage L22 which is defined as a first pressure-regulated oil passage whose pressure is regulated by the first pressure regulating valve 14 1
  • No. 23 oil passage L23 which is defined as a second pressure-regulated oil passage whose pressure is regulated by the second pressure regulating valve 14 2 .
  • the changeover valve 13 is urged to the right position, which is defined as a first switchover position, by a predetermined pressure lower than the line pressure (hereinafter called a modulator pressure) which is outputted to No.
  • a modulator pressure a predetermined pressure lower than the line pressure
  • the second shift valve 12 2 is in the right position, and the first speed hydraulic clutch C1 is connected to No. 4 oil passage L4, the changeover valve 13 is switched and held in the right position, and No. 4 oil passage L4 is connected to No. 2 oil passage L2.
  • the hydraulic pressure in the first speed hydraulic clutch C1 (hereinafter called a first speed pressure) becomes the line pressure, whereby the first speed transmission train G1 is established through the engagement of the first speed hydraulic clutch C1.
  • both the first and the second shift valves 12 1 , 12 2 are first switched to the condition of the second speed while holding the changeover valve 13 in the position at the time of the first speed, i.e., in the right position.
  • No. 3 and No. 5 oil passages L3, L5 to be connected to the first and the second speed hydraulic clutches C1, C2, respectively, are connected to No. 22 and No. 23 oil passages L22, L23, respectively.
  • the changeover valve 13 is first switched from the position at the time of the second speed to the position at the time of the first speed, i.e., from the left position to the right position, while holding both the shift valves 12 1 , 12 2 to the condition at the time of the second speed.
  • both the first speed and the second speed hydraulic clutches C1, C2 are connected to No. 22 and No. 23 oil passages L22, L23, respectively.
  • both the first and the second shift valves 12 1 , 12 2 are switched to the condition of the first speed running.
  • the second speed hydraulic clutch C2 is connected to the oil discharge port 12 3 b of the third shift valve 12 3 .
  • the hydraulic oil is thus discharged from the second speed hydraulic clutch C2 without passing through the second pressure regulating valve 14 2 .
  • the first speed hydraulic clutch C1 is supplied with the pressurized oil at the line pressure without passing through the first pressure regulating valve 14 1 like at the time of the first speed.
  • the changeover valve 13 is switched and held in the right position.
  • No. 6 oil passage L6 is connected to the oil discharge port 13b and No. 4 oil passage L4 is connected to No. 2 oil passage L2.
  • the hydraulic pressure in the third speed hydraulic clutch C3 (hereinafter called a third speed pressure) becomes the line pressure, whereby the third speed transmission train G3 is established through the engagement of the third speed hydraulic clutch C3.
  • both the first and the second shift valves 12 1 , 12 2 are switched to the condition of the third speed while holding the changeover valve 13 in the position of the second speed running, i.e., in the left position.
  • No. 4 and No. 6 oil passages L4, L6 to be connected to the third and the second speed hydraulic clutches C3, C2 are connected to No. 22 and No. 23 oil passages L22, L23, respectively. Therefore, it becomes possible to control the pressure rise characteristics of the third speed pressure by the first pressure regulating valve 14 1 and to control the pressure drop characteristics of the second speed pressure by the second pressure regulating valve 14 2 .
  • the changeover valve 13 is first switched from the position at the time of the third speed to the position at the time of second speed, i.e., from the right position to the left position, while holding both the first and the second shift valves 12 1 , 12 2 to the condition of the third speed.
  • both the third speed and the second speed hydraulic clutches C3, C2 are connected to No. 22 and No. 23 oil passages L22, L23, respectively.
  • the hydraulic oil is thus discharged from the third speed hydraulic clutch C3 without passing through the first pressure regulating valve 14 1 and the second speed hydraulic clutch C2 is supplied with the pressurized oil at the line pressure without passing through the second pressure regulating valve 14 2 like at the time of the second speed.
  • both the first and the second shift valves 12 1 , 12 2 are switched to the condition of the fourth speed while holding the changeover valve 13 in the position of the third speed, i.e., in the right position.
  • No. 3 and No. 5 oil passages L3, L5 to be connected to the third and the fourth hydraulic clutches C3, C4 are connected to No. 22 and No. 23 oil passages L22, L23, respectively. Therefore, it becomes possible to control the pressure drop characteristics of the third speed pressure by the first pressure regulating valve 14 1 and to control the pressure rise characteristics of the fourth speed pressure by the second regulating valve 14 2 .
  • a smooth upshifting from the third speed to the fourth speed can thus be carried out.
  • the changeover valve 13 is switched to the left position.
  • the hydraulic oil is discharged from the third speed hydraulic clutch C3 without passing through the first pressure regulating valve 14 1 .
  • the fourth speed hydraulic clutch C4 is supplied with the oil at the line pressure without passing through the second pressure regulating valve 14 2 .
  • the changeover valve 13 is first switched from the position at the time of the fourth speed to the position at the time of the third speed, i.e., from the left position to the right position, while holding both the first and the second shift valves 12 1 , 12 2 to the condition of the fourth speed.
  • the third speed and the fourth speed hydraulic clutches C3, C4 are connected to No. 22 and No. 23 oil passages L22, L23, respectively.
  • the first speed hydraulic clutch C1 is connected to No. 4 oil passage L4, and the fourth speed hydraulic clutch C4 is connected to No. 6 oil passage L6.
  • the changeover valve 13 is switched to the left position to thereby connect No. 4 and No. 6 oil passages L4, L6 to No. 22 and No. 23 oil passages L22, L23, respectively, it becomes possible to control the first speed pressure and the fourth speed pressure by the first and the second pressure regulating valves 14 1 , 14 2 , respectively.
  • both the shift valves 12 1 , 12 2 are made to be in the condition of the first speed, and also the changeover valve 13 is moved to the left position.
  • the fourth speed pressure is thus once boosted by the second pressure regulating valve 14 2 and, then, the fourth speed pressure is decreased by the second pressure regulating valve 14 2 while boosting the first speed pressure by the first pressure regulating valve 14 1 .
  • the changeover valve 13 is switched to the right position to thereby discharge the hydraulic oil from the fourth speed hydraulic clutch C4 without passing through the second pressure regulating valve 14 2 , and the first speed hydraulic clutch C1 is supplied with the pressurized oil at the line pressure without passing through the first pressure regulating valve 14 1 , whereby the first speed hydraulic clutch C1 is completely engaged.
  • Each of the first and the second pressure regulating valves 14 1 , 14 2 is urged by each of springs 14 1 a, 14 2 a and by the hydraulic pressure in each of No. 22 and No. 23 oil passages L22, L23 to the rightward oil discharge side in which each of No. 22 and No. 23 oil passages L22, L23 is connected to each of the oil discharge ports 14 1 b, 14 2 b, respectively. Further, the first and the second pressure regulating valves 14 1 , 14 2 are urged by the respective hydraulic pressures in No. 25 and No. 26 oil passages L25, L26 on the output side of each of solenoid proportional valves 17 1 , 17 2 to the leftward oil supply side in which No. 22 and No.
  • the pressure regulating valves 14 1 , 14 2 need to bear the hydraulic pressure control only in the transient region of engagement at a relatively low hydraulic pressure. Therefore, the resolution of the pressure control can be made higher and the delicate control of the pressure rise characteristics of the hydraulic clutch on the engaging side and the pressure drop characteristics of the hydraulic clutch on the disengaging side can be performed at a higher accuracy.
  • Modulator pressure is inputted into both the first and the second solenoid proportional valves 17 1 , 17 2 via No. 24 oil passage L24.
  • first solenoid proportional valve 17 1 there is used one in which an output pressure becomes maximum (modulator pressure) at the time of non-energization.
  • second solenoid proportional valve 17 2 there is used one in which the output pressure becomes minimum (atmospheric pressure) at the time of non-energization.
  • the first solenoid valve 16 1 is constituted by a two-way valve which opens to atmosphere No. 18 oil passage L18 which is connected to No. 24 oil passage L24 via a throttle 16 1 a. At the time of non-energization thereof, it is closed to thereby change the hydraulic pressure in No. 18 oil passage L18 to a high hydraulic pressure (modulator pressure).
  • Each of the second and the third solenoid valves 16 2 , 16 3 is constituted by a three-way valve which is switchable between an oil supply position in which No. 19 and No. 20 oil passages L19, L20 on the output side of the respective solenoid valves are connected to No. 24 oil passage L24, and an oil discharge position in which this connection is shut off and connect each of the oil passages L19, L20 to each of oil discharge ports 16 2 a, 16 3 a, respectively.
  • it is switched to the oil supply position and change the hydraulic pressure in each of No. 19 and No. 20 oil passages L19, L20 to a high hydraulic pressure (modulator pressure).
  • the two-way valve has disadvantages in that an oil leak amount when opened becomes large and that the control response becomes poor because, at a low temperature, there remains a residual hydraulic pressure even when it is opened.
  • the revolution speed of the engine lowers so that the amount of oil supply from the hydraulic pressure source 10 decreases and, therefore, the oil leak amount must be minimized.
  • the second shift valve 12 2 and the changeover valve 13 are moved to the right position, No. 19 and No.
  • the second and the third solenoid valves 16 2 , 16 3 are constituted by two-way valves, the leak amount becomes excessive.
  • the second and the third solenoid vales 16 2 , 16 3 are respectively constituted by a three-way valve and, in view of the space, only the first solenoid valve 16 1 is constituted by a small-sized two-way valve.
  • the one that functioned as an oil supply pressure regulating valve for boosting the hydraulic pressure in the hydraulic clutch on the engaging side at the time of the last speed changing will function as an oil discharge pressure regulating valve (i.e., a pressure regulating valve for oil discharge) for dropping or lowering the hydraulic pressure in the hydraulic clutch on the disengaging side at the time of the next speed changing.
  • an oil discharge pressure regulating valve i.e., a pressure regulating valve for oil discharge
  • the one that functioned as an oil discharge pressure regulating valve at the time of the last speed changing will function as an oil supply pressure regulating valve (i.e., a pressure regulating valve for oil supply) at the time of the next speed changing.
  • each of the pressure regulating valves 14 1 , 14 2 can be maintained as it is to thereby make it ready for the next speed changing.
  • one of the first and the second pressure regulating valves 14 1 , 14 2 is used exclusively for oil supply and the other thereof is used exclusively for oil discharge, the following becomes necessary. Namely, the output pressure of the oil supply pressure regulating valve that was boosted at the time of speed changing must be lowered, and also the output pressure of the oil discharge pressure regulating valve that was lowered at the time of speed changing must be boosted to be prepared for the next speed changing.
  • the speed changing will start when the pressure dropping of the output pressure in the oil supply pressure regulating valve or the boosting of the output pressure in the oil discharge pressure regulating valve has not been made sufficiently.
  • the hydraulic pressure control at the time of speed changing gets out of order and the speed change shocks are likely to occur. Therefore, it is preferable to use, as in this embodiment, the first and the second pressure regulating valves 14 1 , 14 2 alternately for oil supplying and for oil discharging at each speed changing.
  • the first through the third solenoid valves 16 1 , 16 2 , 16 3 as well as the first and the second solenoid proportional valves 17 1 , 17 2 are controlled, together with a fourth solenoid valve 16 4 for a lockup clutch which is described later, by an electronic control unit 20 which is made up of a microcomputer as shown in FIG. 4.
  • a signal from a throttle sensor 21 for detecting a throttle opening ⁇ of the engine for detecting a throttle opening ⁇ of the engine
  • a signal from a vehicle speed sensor 22 for detecting the vehicle speed V a signal from a speed sensor 23 for detecting the rotational speed Nin of the input shaft 3 of the transmission
  • a signal from a position sensor 25 for the selector lever.
  • a transmission train that suits the present throttle opening ⁇ and the vehicle speed V is selected based on a speed change map for the first through the fourth speeds kept in memory in the ECU 20, thereby carrying out an automatic speed changing of the first through the fourth speeds.
  • the position of the changeover valve 13 is switched first (S7). Then, the hydraulic pressure of the hydraulic clutch on the engaging side is boosted and also the pressure in the hydraulic clutches on the disengaging side is lowered (S8). A determination is made as to whether the elapsed time T2 from the time of starting the speed changing, i.e., from the point of time of switching of the changeover valve 13, has become equal to or larger than the predetermined time Ts (S9). If T2 ⁇ Ts, a determination is made as to whether the slip ⁇ of the hydraulic clutch on the engaging side has become equal to or smaller than the predetermined value ⁇ s (S10). When a condition of T2 ⁇ Ts or ⁇ ⁇ ⁇ s has been attained, the positions of the first and the second shift valves 12 1 , 12 2 are switched to the condition for carrying out downshifting (S11).
  • a stepwise downshifting to the second speed or to the first speed is carried out based on the second speed map or the first speed map that is stored in the ECU 20. Thereafter, the speed is maintained in the second speed or the first speed.
  • No. 21 oil passage L21 that was connected to No. 1 oil passage L1 is opened to atmosphere.
  • the third shift valve 12 3 can thus become switchable to the right position.
  • both the first and the second shift valves 12 1 , 12 2 are switched to the right position (a condition of the second speed at the "D 4 " position)
  • the hydraulic oil is supplied to the second speed hydraulic clutch C2 to thereby establish the second speed transmission train G2.
  • the hydraulic oil is supplied to the third speed hydraulic clutch C3 to thereby establish the third speed transmission train G3.
  • 14 oil passage L14 for the second speed hydraulic clutch C2 is connected to No. 6 oil passage L6 (at the "D 4 " position No. 17 oil passage L17 for the fourth speed hydraulic clutch C4 is connected to No. 6 oil passage L6).
  • No. 15 oil passage L15 for the third speed hydraulic clutch C3 is connected to No. 3 oil passage L3 (this connection is the same as that at the "D 4 " position).
  • No. 14 oil passage L14 for the second speed hydraulic clutch C2 is connected to No. 5 oil passage L5 (at the "D 4 " position No. 17 oil passage L17 for the fourth speed hydraulic clutch C4 is connected to No. 5 oil passage L5). No oil supply is therefore made to the fourth speed hydraulic clutch C4.
  • the third shift valve 12 3 is arranged to be urged to the left by that output pressure of the second solenoid proportional valve 17 2 which is inputted via No. 26 oil passage L26.
  • the electric power supply to the first through the third solenoid valves 16 1 , 16 2 , 16 3 as well as to the first and the second solenoid proportional valves 17 1 , 17 2 stops at the time of a system failure due to opening of a fuse or the like, both the first and the second shift valves 12 1 , 12 2 and the changeover valve 13 are switched to the left position, and also the output pressure of the second solenoid proportional valve 17 2 becomes the atmospheric pressure.
  • the third shift valve 12 3 is thus switched at the "2" and the “1” positions to the right position and switched, at the "D 4 " and the “D 3 " positions, to the left position by the line pressure from No. 21 oil passage L21. Therefore, at the “1” and the “2” positions, the second speed transmission train G2 is established and, at the "D 4 " and the “D 3 " positions, the fourth speed transmission train G4 is established, respectively.
  • the vehicle is able to run at the second speed and the fourth speed even at the time of the system failure.
  • No. 2 oil passage L2 is opened to the atmosphere.
  • No. 27 oil passage L27 is connected to No. 1 oil passage L1 and the hydraulic oil is supplied to a first oil chamber 15a on the left end of the servo valve 15 via No. 28 oil passage L28 which is connected to No. 27 oil passage L27 via a first servo control valve 27.
  • the servo valve 15 is urged to the rightward reverse running position to thereby switch the selector gear 8 to the reverse running side.
  • No. 28 oil passage L28 is connected to No. 29 oil passage L29 via that shaft bore 15b of the servo valve 15 which is communicated with the first oil chamber 15a.
  • the oil passage L29 is connected to No.
  • the first servo control valve 27 is urged, by the hydraulic pressure in No. 20 oil passage L20 on the output side of the third solenoid valve 16 3 and the hydraulic pressure in No. 25 oil passage L25 on the output side of the first solenoid proportional valve 17 1 , to the leftward open side in which No. 27 oil passage L27 and No. 28 oil passage L28 are connected. It is urged by a spring 27a, the hydraulic pressure in No. 2 oil passage L2 and the hydraulic pressure in No. 29 oil passage L29, to the rightward closed side in which the connection between No. 27 oil passage L27 and No. 28 oil passage L28 is shut off and connect No. 28 oil passage L28 to an oil discharge port 27b.
  • the first servo control valve 27 is held in the right position even if the output pressures of the third solenoid valve 16 3 and the first solenoid proportional valve 17 1 may both be increased.
  • the oil supply to No. 28 oil passage L28 is thus blocked, and the servo valve 15 is retained in the leftward forward running position by an engaging member 15c, whereby the establishment of the reverse transmission train GR is blocked.
  • the output pressure of the first solenoid proportional valve 17 1 is gradually increased to thereby urge the first servo control valve 27 to the leftward open side.
  • the hydraulic oil is supplied to the fourth speed hydraulic clutch C4 via No. 28 oil passage L28, the servo valve 15 and No. 29 oil passage L29.
  • the first servo control valve 27 is functioned as a pressure regulating valve to thereby control the boosting of the hydraulic pressure in the fourth speed hydraulic clutch C4.
  • the modulator pressure is outputted from the third solenoid valve 16 3 to thereby urge the first servo control valve 27 to the left endmost position, whereby the hydraulic pressure in the fourth speed hydraulic clutch C4 is maintained at the line pressure. Even if the third solenoid valve 16 3 fails while it is kept switched on and consequently its output pressure remains in the atmospheric pressure, the hydraulic pressure required to engage the fourth speed hydraulic clutch C4 can be secured by the output pressure of the first solenoid proportional valve 17 1 .
  • the second servo control valve 28 is urged, by the first speed pressure to be inputted via No. 13 oil passage L13, the output pressure of the second solenoid valve 16 2 to be inputted via No. 19 oil passage L19, and the output pressure of the second pressure regulating valve 14 2 to be inputted via No. 23 oil passage L23, to the left position in which No. 30 oil passage L30 and No. 31 oil passage L31 are connected. It is urged by a spring 28a and the hydraulic pressure in No. 27 oil passage L27 to the right position in which the connection between No. 30 and No. 31 oil passages L30, L31 is shut off and No. 31 oil passage L31 is connected to an oil discharge port 28b.
  • the second servo control valve 28 is surely switched to the right position by the line pressure from No. 27 oil passage L27.
  • the second servo control valve 28 is maintained in the right position until the first speed pressure rises to a predetermined value.
  • the inputting of the line pressure to the second oil chamber 15d is thus blocked and the servo valve 15 is retained by an engaging means 15c in the reverse running position.
  • the second servo control valve 28 is switched to the left position, and the line pressure is inputted to the second oil chamber 15d to thereby switch the servo valve 15 to the forward running position.
  • the second servo valve 28 is held in the left position by a self-locking force to be generated by a difference in the pressure-receiving area between right and left lands of an annular groove 28c which connects No. 30 oil passage L30 and No. 31 oil passage L31 together.
  • the second servo control valve 28 may be switched to right position by the force of the spring 28a.
  • the second servo control valve 28 is arranged to be urged leftwards only by the first speed pressure, the second servo control valve 28 will no longer be returned, at the second through the fourth speeds, to the left position even when the hydraulic pressure restores.
  • the second servo control valve 28 is urged to the left position also by the output pressure of the second pressure regulating valve 14 2 that becomes high at the second and the fourth speeds, as well as by the output pressure of the second solenoid valve 16 2 that becomes high at the third and the fourth speeds.
  • the second servo control valve 28 does not return to the left position and the third shift valve 12 3 is switched to the right position by the input of the line pressure from No.
  • the fluid torque converter 2 contains therein a lock-up clutch 2a.
  • a lock-up control portion 29 for controlling the operation of the lock-up clutch 2a with the hydraulic oil to be supplied from the regulator 18 via No. 34 oil passage L34 operating as the working oil.
  • the lock-up control portion 29 is made up of: a shift valve 30 which controls to switch on and off the lock-up clutch 2a; a changeover valve 31 which switches the engaged condition of the lock-up clutch 2a at the time of being switched on between a locked up condition in which no slipping occurs and a slipping condition; and a pressure regulating valve 32 which controls to increase or decrease the engaging force in the slipping condition.
  • the shift valve 30 is switchable between the following two positions, i.e.: a right position in which No. 34 oil passage L34 is connected to No. 35 oil passage L35 which is communicated with a backpressure chamber of the lock-up clutch 2a and in which No. 36 oil passage L36 which is communicated with an internal space of the fluid torque converter 2 is connected, via a throttled portion 30a, to No. 37 oil passage L37 for oil discharge; and a left position in which No. 34 oil passage L34 is connected to No. 38 oil passage L38 which is communicated with the changeover valve 31 and also to No. 36 oil passage L36 via the throttled portion 30a, and in which No. 35 oil passage L35 is connected to No. 39 oil passage L39 which is communicated with the pressure regulating valve 32.
  • the shift valve 30 is controlled by the fourth solenoid valve 16 4 .
  • the fourth solenoid valve 16 4 is constituted by a two-way valve which opens to atmosphere No. 40 oil passage L40 which is connected to No. 24 oil passage L24 on the output side of the modulator valve 19 via a throttle 16 4 a.
  • the shift valve 30 is urged to the left position by the hydraulic pressure in No. 24 oil passage L24, i.e., by the modulator pressure, and is urged to the right position by a spring 30b and the hydraulic pressure in No. 40 oil passage L40.
  • the fourth solenoid valve 16 4 is closed and the hydraulic pressure in No. 40 oil passage L40 is boosted to the modulator pressure, the shift valve 30 is switched to the right position.
  • the fourth solenoid valve 16 4 is opened and the hydraulic pressure in No. 40 oil passage L40 is lowered to the atmospheric pressure, the shift valve 30 is switched to the left position.
  • the changeover valve 31 is switchable between the following two positions, i.e., a right position in which No. 41 oil passage L41 which is communicated with the internal space of the fluid torque converter 2 is connected to No. 42 oil passage L42 which is communicated with a left end oil chamber of the pressure regulator valve 32, and a left position in which No. 42 oil passage L42 is opened to atmosphere and in which No. 38 oil passage L38 is connected to No. 36 oil passage L36.
  • the changeover valve 31 is urged to the right position by a spring 31a and is urged to the left position by the hydraulic pressure in No. 43 oil passage L43 which is connected to the right-end oil chamber.
  • the pressure regulating valve 32 is switchable between the following two positions, i.e., a right position in which No. 39 oil passage L39 is connected to No. 34 oil passage L34 and in which No. 41 oil passage L41 is connected to No. 37 oil passage L37 via a throttle 32a, and a left position in which the connection between No. 39 oil passage L39 and No. 34 oil passage L34 is shut off and connect No. 39 oil passage L39 to a throttled oil discharge port 32b, and in which the connection between No. 41 oil passage L41 and No. 37 oil passage L37 is shut off.
  • the pressure regulating valve 32 is urged rightwards by a spring 32c and the hydraulic pressure in No. 42 oil passage L42, and is urged leftwards by the hydraulic pressure in No.
  • the back pressure chamber of the lock-up clutch 2a is connected to No. 39 oil passage L39 via No. 35 oil passage L35 and the shift valve 30.
  • the changeover valve 31 is in the right position, the internal space of the fluid torque converter 2 is connected to No. 34 oil passage L34 via No. 36 oil passage L36 and the throttled portion 30a of the shift valve 30, as well as to No. 42 oil passage L42 via No. 41 oil passage L41 and the changeover valve 31.
  • the differential pressure between the internal pressure in the internal space and the internal pressure in the back pressure chamber can be controlled for increase or decrease by that hydraulic pressure in No. 43 oil passage L43 which is inputted to the pressure regulating valve 32. In this manner, the lock-up clutch 2a is engaged, in a slipping condition, with an engaging force corresponding to the output pressure of the first solenoid proportional valve 17 1 or the second solenoid proportional valve 17 2 .
  • oil passage L37 is shut off by the switching of the pressure regulating valve 32 to the left position, the internal pressure inside the internal space is maintained at a relatively high pressure that is set by a check valve 33 which is connected to No. 41 oil passage L41.
  • the lock-up clutch 2a is thus engaged in the locked up condition.
  • numeral 34 denotes an oil cooler interposed in No. 37 oil passage L37
  • numeral 35 denotes a check valve for the oil cooler
  • numeral 36 denotes a throttle member which is interposed in a lubricating oil passage LB which supplies leaked oil from the regulator 18 to lubricated portions in each of the shafts 3, 5, 7 of the transmission.
  • the present invention is applied to a control apparatus of a parallel shaft type of transmission.
  • the present invention can also be applied to a control apparatus of a planetary type of transmission.
  • the speed changing is sometimes made by engaging another hydraulic engaging element while one hydraulic engaging element is kept engaged.
  • the boosting at the time of speed changing of said another hydraulic engaging element to be newly engaged is controlled by a pressure regulating valve.
  • pressurized oil at a line pressure is supplied to said another hydraulic engaging element without passing through the pressure regulating valve.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Gear-Shifting Mechanisms (AREA)
EP97102698A 1996-02-20 1997-02-19 Dispositif de commande hydraulique pour transmission de véhicule Expired - Lifetime EP0791767B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP3167396 1996-02-20
JP8031673A JP2840937B2 (ja) 1996-02-20 1996-02-20 油圧作動式変速機の制御装置
JP31673/96 1996-02-20

Publications (3)

Publication Number Publication Date
EP0791767A2 true EP0791767A2 (fr) 1997-08-27
EP0791767A3 EP0791767A3 (fr) 1998-10-21
EP0791767B1 EP0791767B1 (fr) 2002-05-15

Family

ID=12337652

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97102698A Expired - Lifetime EP0791767B1 (fr) 1996-02-20 1997-02-19 Dispositif de commande hydraulique pour transmission de véhicule

Country Status (5)

Country Link
US (1) US5890575A (fr)
EP (1) EP0791767B1 (fr)
JP (1) JP2840937B2 (fr)
KR (1) KR100498702B1 (fr)
DE (1) DE69712555T2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1186803A3 (fr) * 2000-09-08 2005-04-13 Honda Giken Kogyo Kabushiki Kaisha Support pour palier d'arbre de renvoi dans une transmission de véhicule

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4172672B2 (ja) * 1999-03-17 2008-10-29 株式会社小松製作所 変速機のクラッチ圧制御装置
JP3452848B2 (ja) 1999-05-12 2003-10-06 本田技研工業株式会社 車両用油圧作動式変速機の制御装置
JP4325105B2 (ja) * 1999-12-27 2009-09-02 アイシン・エィ・ダブリュ株式会社 自動変速機の油圧制御装置
JP4534652B2 (ja) * 2004-08-03 2010-09-01 株式会社デンソー 自動変速機の油圧制御装置
JP4761296B2 (ja) * 2005-04-05 2011-08-31 トヨタ自動車株式会社 変速機の油圧制御装置

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US4395927A (en) * 1979-11-09 1983-08-02 Robert Bosch Gmbh Hydraulic regulating device for load shifted gears
EP0317936A2 (fr) * 1987-11-25 1989-05-31 BTR ENGINEERING (Australia) LIMITED Commande électro-hydraulique pour une transmission automatique
EP0668455A1 (fr) * 1994-02-22 1995-08-23 General Motors Corporation Commande du changement de vitesse hydraulique pour une transmission

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JPS5922100B2 (ja) * 1977-02-14 1984-05-24 トヨタ自動車株式会社 自動変速機の油圧制御装置
US4722251A (en) * 1985-07-31 1988-02-02 Aisin-Warner Kabushiki Kaisha Hydraulic circuit for controlling an automatic transmission
JP2550588B2 (ja) * 1987-07-16 1996-11-06 日本電気株式会社 ディスク装置
US4932282A (en) * 1988-07-05 1990-06-12 Ford Motor Company Timing valve for manually selected gears of an automatic transmission
JPH03168471A (ja) * 1989-11-28 1991-07-22 Nissan Motor Co Ltd 自動変速機の締結要素調圧装置
JP3131302B2 (ja) * 1992-08-31 2001-01-31 マツダ株式会社 自動変速機の変速制御装置
JPH07119820A (ja) * 1993-10-20 1995-05-12 Mazda Motor Corp 自動変速機の変速制御装置
JP2808551B2 (ja) * 1994-06-21 1998-10-08 アイシン・エィ・ダブリュ株式会社 自動変速機の制御装置
JP2876107B2 (ja) * 1995-05-12 1999-03-31 アイシン・エィ・ダブリュ株式会社 自動変速機の制御装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4395927A (en) * 1979-11-09 1983-08-02 Robert Bosch Gmbh Hydraulic regulating device for load shifted gears
EP0317936A2 (fr) * 1987-11-25 1989-05-31 BTR ENGINEERING (Australia) LIMITED Commande électro-hydraulique pour une transmission automatique
EP0668455A1 (fr) * 1994-02-22 1995-08-23 General Motors Corporation Commande du changement de vitesse hydraulique pour une transmission

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1186803A3 (fr) * 2000-09-08 2005-04-13 Honda Giken Kogyo Kabushiki Kaisha Support pour palier d'arbre de renvoi dans une transmission de véhicule

Also Published As

Publication number Publication date
EP0791767B1 (fr) 2002-05-15
JPH09229179A (ja) 1997-09-02
JP2840937B2 (ja) 1998-12-24
EP0791767A3 (fr) 1998-10-21
KR100498702B1 (ko) 2005-10-06
US5890575A (en) 1999-04-06
DE69712555T2 (de) 2002-11-28
KR970062425A (ko) 1997-09-12
DE69712555D1 (de) 2002-06-20

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